Pipe column steering structure based on drive-by-wire system

Abstract

The utility model belongs to the field of structural design of vehicle steering systems, and particularly relates to a tubular column steering structure based on a drive-by-wire system. The tubular column steering structure based on the drive-by-wire system comprises a steering tubular column body and a steering limiting mechanism, and one end of the steering tubular column body is used for being connected with a steering wheel; the steering limiting mechanism comprises a gear assembly which is connected to the other end of the steering column body and comprises a gear body, and the gear body can be driven by the steering column to rotate in the first axial direction where the steering column is located; the moving body is at least partially meshed with the gear body so as to move under the rotation of the gear body; the limiting assemblies are arranged at the two ends of the moving body in the moving direction of the moving body and used for restraining the moving stroke of the moving body by abutting against the two end faces of the moving body. The limiting assembly limits the stroke of the moving body at the two ends of the moving body so as to restrain the rotating angle of the steering wheel. Stability and safety of the steering system are ensured, and the steering system has high expansibility and is more suitable for platform production.

Description

Technical Field

[0001] This application belongs to the field of structural design of vehicle steering systems, and particularly relates to a column steering structure based on a by-wire system. Background Art

[0002] Steering-By-Wire is an advanced automotive steering technology that eliminates the traditional mechanical connection components between the steering wheel and the steering wheels, and fully realizes steering through electric energy. This technology uses an electric motor to control the steering angle, thereby achieving soft limits on the rotation angle of the steering wheel. When the steering wheel rotates to a preset limit position, the Steering-By-Wire system generates a reverse force through the electric motor to provide an obvious sense of obstruction to the driver, helping the driver subjectively judge that the steering wheel has reached the steering limit position, thereby restricting the steering angle.

[0003] One major drawback of the Steering-By-Wire system is that in the case of vehicle power-off, the rotation angle of the steering wheel cannot be limited by the electronic system, which may lead to safety problems. To address this challenge, some manufacturers have adopted a mechanical redundancy structure as a solution. However, the currently adopted mechanical redundancy structure is mainly based on the steering column design of traditional fuel vehicles, that is, the rotational motion of the steering column is converted into linear motion through a threaded worm, and the travel of the constrained motion block is used to limit the rotation angle of the steering wheel. Although this method solves the safety problem during power-off to a certain extent, due to the need to consider the compatibility with the existing by-wire system for the mechanical redundancy structure, in the current mechanical structure mode, its expandability is poor and it cannot be applied to platform production.

[0004] Therefore, this application is specifically proposed. Utility Model Content

[0005] In order to solve the above problems, it is necessary to develop a column steering structure based on a by-wire system for vehicles.

[0006] Based on the above, this application provides a column steering structure based on a by-wire system, including a steering column body and a steering limit mechanism. One end of the steering column body is used to connect to the steering wheel; the steering limit mechanism includes: a gear assembly, connected to the other end of the steering column body and including a gear body, and the gear body can rotate around the first axis where the steering column is located under the drive of the steering column; a moving body, at least partially meshing with the gear body to move under the rotation of the gear body; a limit assembly, arranged at both ends of the moving body along its moving direction to be used for restricting the moving stroke of the moving body by abutting against the two end faces of the moving body.

[0007] In a further embodiment of the present application, the steering limit mechanism further includes a housing assembly, and the housing assembly includes: a first housing, the interior of which includes a first cavity extending along a first axial direction; a second housing, the interior of which includes a second cavity extending along a second axial direction perpendicular to the first axial direction, and the moving body is disposed in the second cavity to move along the second axial direction; wherein, the first cavity and the second cavity communicate; a part of the gear body is disposed in the first cavity, and the other part extends into the second cavity and meshes with the moving body.

[0008] In a further embodiment of the present application, the second housing includes a main body portion and an end cover portion, the end cover portion is connected to both ends of the main body portion and the interior thereof includes a moving space; wherein, when the steering wheel is in the initial state, the moving body is located within the main body portion; when the steering wheel rotates, one end face of the moving body moves into the moving space.

[0009] In a further embodiment of the present application, the length of the main body portion is the same as the length of the moving body.

[0010] In a further embodiment of the present application, the limiting assembly includes a first elastic limiting body and a second elastic limiting body, and the first elastic limiting body and the second elastic limiting body are respectively disposed inside the moving space to abut against the end face of the moving body; wherein, by changing the thicknesses of the first elastic limiting body and the second elastic limiting body, the moving stroke of the moving body within the moving space is adjusted.

[0011] In a further embodiment of the present application, the end cover portion and the main body portion are detachably connected.

[0012] In a further embodiment of the present application, the steering limit mechanism further includes a guiding assembly, and the guiding assembly includes a first guiding bushing and a second guiding bushing which are disposed in the second cavity and spaced apart; wherein, along the second axial direction, the moving body sequentially includes a first section and a second section from the center to the end face; wherein a part of the outer wall of the first section meshes with the gear body; the second section is slidably connected inside the first guiding bushing and the second guiding bushing.

[0013] In a further embodiment of the present application, the gear assembly further includes: a rotating shaft, one end of which is connected to the steering column body, and the gear body is sleeved on the rotating shaft to rotate with the rotating shaft; a bearing member, disposed inside the first housing and connected to the other end of the rotating shaft.

[0014] In a further embodiment of the present application, one end of the rotating shaft extends outside the first housing and a connecting key is provided at its end, and the rotating shaft is connected to the steering column body through the connecting key.

[0015] In a further embodiment of the present application, the steering limit mechanism further includes a first connecting bracket, the first connecting bracket is disposed on the outer wall of the second housing and extends in the direction of the steering column body, and the steering column body includes a second connecting bracket; wherein, the first connecting bracket and the second connecting bracket are connected to each other.

[0016] Based on the pipe string steering structure provided by this application, the gear body is directly connected to the steering pipe string body and can rotate precisely driven by it, ensuring the accurate transmission of steering instructions. At the same time, the meshing relationship between the moving body and the gear body further enhances the accuracy of the steering instructions, and its transmission effect is higher than that of the existing screw and worm method. The setting of the limit component effectively limits the moving stroke of the moving body, thereby restricting the rotation range of the steering pipe string. This design avoids oversteering caused by the driver's misoperation or vehicle out of control in the case of power failure, thus improving the vehicle's stability. At the same time, the limit component restricts the stroke of the moving body at both ends of the moving body to constrain the rotation angle of the steering wheel, ensuring the stability and safety of the steering system, and also having strong expandability, making it more suitable for platform production.

[0017] Other features and advantages of the embodiments of this application will be described in the subsequent specific implementation part. Brief Description of the Drawings

[0018] In order to more clearly illustrate the specific implementation of this application or the technical solutions in the prior art, the following will briefly introduce the drawings required for the specific implementation or the description of the prior art. Obviously, the drawings in the following description are some embodiments of this application. For those skilled in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0019] Figure 1 Structural schematic diagram of a pipe string steering structure based on a by-wire system shown in the embodiments of the present utility model;

[0020] Figure 2 Structural schematic diagram of the steering pipe string body in the pipe string steering structure shown in the embodiments of the present utility model;

[0021] Figure 3 Structural schematic diagram of the steering limit mechanism in the steering pipe structure shown in the embodiments of the present utility model;

[0022] Figure 4 Exploded schematic diagram of the steering limit mechanism in the steering pipe structure shown in the embodiments of the present utility model;

[0023] Figure 5 Front view of the steering limit mechanism in the steering pipe structure shown in the embodiments of the present utility model;

[0024] Figure 6 As shown in the embodiments of the present utility model Figure 5 Cross-sectional view at A-A in;

[0025] Figure 7As shown in the embodiments of the present utility model Figure 5 The cross-sectional view at B-B in the figure;

[0026] Figure 8 The cross-sectional view corresponding to when the steering wheel rotates to the first extreme position as shown in the embodiments of the present utility model;

[0027] Figure 9 The cross-sectional view corresponding to when the steering wheel rotates to the second extreme position as shown in the embodiments of the present utility model;

[0028] Figure 10 The docking schematic diagram of the steering column body and the steering limit mechanism as shown in the embodiments of the present utility model.

[0029] Reference numerals:

[0030] 100, Column steering structure;

[0031] 10, Steering column body; 11, Second connecting bracket;

[0032] 20, Steering limit mechanism;

[0033] 21, Gear assembly;

[0034] 211, Gear body; 212, Rotating shaft; 213, Bearing part; 214, Connecting key;

[0035] 22, Moving body;

[0036] 221, First section; 222, Second section;

[0037] 23, Limiting assembly;

[0038] 231, First elastic limiting body; 232, Second elastic limiting body;

[0039] 24, Guiding assembly;

[0040] 241, First guiding bushing; 242, Second guiding bushing;

[0041] 25, First connecting bracket;

[0042] 26, Housing assembly;

[0043] 261, First housing; 262, Second housing; 2621, Main body part; 2622, End cover part. Detailed implementation manners

[0044] In the description of the present application, features limited by "first" and "second" for descriptive purposes only shall not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Features limited by "first" and "second" may explicitly or implicitly include at least one of the limited features. When the description of "a plurality" appears, the general meaning is at least two, such as two, three, etc., unless otherwise specifically and clearly defined.

[0045] In the description of this specification, terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples", etc., mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic descriptions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0046] As Figures 1 to 4 , a pipe string steering structure 100 based on a wire control system provided by an embodiment of the present utility model includes a steering pipe string body 10 and a steering limit mechanism 20. One end of the steering pipe string body 10 is used to connect to a steering wheel; the steering limit mechanism 20 includes a gear assembly 21, a moving body 22, and a limit assembly 23.

[0047] Based on a general inventive concept of the present utility model, the gear assembly 21 is connected to the other end of the steering pipe string body 10 and includes a gear body 211. The gear body 211 can rotate around a first axial direction L1 where the steering pipe string body 10 is located under the drive of the steering pipe string body 10; at least part of the moving body 22 meshes with the gear body 211 to move under the rotation of the gear body 211; the limit assembly 23 is arranged at both ends of the moving body 22 along its moving direction to be used for restricting the moving stroke of the moving body 22 by abutting against two end faces of the moving body 22.

[0048] It can be understood that the steering pipe string body 10 is a structure in an automotive steering system, which connects the steering wheel and the steering gear (or other steering actuators). When the driver turns the steering wheel, the steering pipe string body 10 is responsible for transmitting this rotation to the steering gear, thereby controlling the steering of the vehicle.

[0049] The steering limit mechanism 20 is used to limit the rotation angle of the steering pipe string body 10, and can prevent the driver from turning the steering wheel excessively through a mechanical structure, thereby ensuring the stability and safety of the vehicle.

[0050] The gear assembly 21 is used to transmit power or change the direction and speed of motion. The gear body 211 is a specific part of the gear assembly 21 and is usually a disc or cylinder with teeth on its outer wall. The moving body 22 has components that interact with the gear body 211 and usually has teeth or grooves that mesh with the gear body, and is used to generate linear movement when the gear body rotates.

[0051] The limit component 23 is a device for restricting the movement range of the moving body 22, and is arranged at both ends of the moving body along its moving direction. When the moving body reaches the limit of its movement range, the limit component will make mechanical contact with it, thus preventing it from further moving.

[0052] One end of the steering column body 10 is connected to the steering wheel, and the other end is connected to the gear assembly 21. When the driver turns the steering wheel, the steering column body 10 will rotate accordingly. The gear body 211 is part of the gear assembly 21 and is connected to the steering column body 10. Therefore, when the steering column body 10 rotates, the gear body 211 will also rotate around the first axis of the steering column body 10. The moving body 22 meshes with at least part of the gear body 211. It shows that when the gear body 211 rotates, the moving body 22 will move in a certain direction through the interaction between the teeth. The limit component 23 is arranged at both ends of the moving body 22 along its moving direction. When the moving body 22 moves to the limit of its stroke, the limit component 23 will contact it, thus preventing it from further moving, thereby restricting the rotation range of the steering column.

[0053] In summary, since the gear body 211 is directly connected to the steering column body 10 and can rotate precisely under its drive, it ensures the accurate transmission of the steering command. At the same time, the meshing relationship between the moving body 22 and the gear body 211 further enhances the accuracy of the steering command, and its transmission effect is higher than that of the existing screw worm method. More importantly, compared with the traditional mechanical limit structure, when the vehicle is in a static state and the steering wheel is not returned to the correct position, the traditional mechanical steering system may be subject to unnecessary stress. However, through the design of the gear assembly 21, even when the steering wheel of the vehicle is not returned to the correct position during the static state, due to the meshing relationship of the gears, the connection between the steering column and the gear body can still remain stable, avoiding additional stress inside the system and reducing damage to the entire steering system. The setting of the limit assembly 23 effectively limits the moving stroke of the moving body 22, thereby restricting the rotation range of the steering column. This design avoids oversteering caused by driver's misoperation or vehicle out of control in the case of power failure, thus improving the stability of the vehicle. At the same time, the limit assembly 23 restricts the stroke of the moving body at both ends of the moving body to constrain the rotation angle of the steering wheel, ensuring the stability and safety of the steering system, and also having strong expandability, making it more adaptable to platform production. The expandability of the limit assembly 23 is reflected in its characteristics of being easy to improve and adapt to different platforms. Since the steering systems of different vehicle models or platforms may vary, the limit assembly 23 needs to be adjusted and optimized accordingly. By improving the design of the limit assembly, it can be adapted to the steering system requirements of different vehicle models, thus realizing platform production. Once a new design or improvement plan is determined, it can be quickly applied to actual production without large-scale changes to the entire number of meshing teeth, gear ratio, etc. This flexibility makes it easier to implement the improvement of the limit assembly and can quickly respond to changes in market demand.

[0054] Continue to refer to, for example Figures 5 to 9 In a specific solution, the steering limit mechanism 20 further includes a housing assembly 26. The housing assembly 26 includes a first housing 261 and a second housing 262. The first housing 261 includes a first cavity A extending along a first axial direction L1 inside. The second housing 262 includes a second cavity B extending along a second axial direction L2 perpendicular to the first axial direction L1. The moving body 22 is disposed in the second cavity B to move linearly along the second axial direction L2. Among them, the first cavity A and the second cavity B are communicated. A part of the gear body 211 is disposed in the first cavity A, and another part extends into the second cavity B and meshes with the moving body 22.

[0055] Part of the gear body 211 is disposed within the first cavity A, and the other part extends into the second cavity B and meshes with the moving body 22. When the gear body 211 rotates about the first axial direction L1 driven by the steering column body 10, it drives the moving body 22 meshing with it to linearly move along the second axial direction L2. The moving stroke of the moving body 22 is restricted by the limiting components 23 at both ends of the second housing 262, thereby restricting the rotation angle of the steering wheel.

[0056] In the embodiment of the present utility model, when the first housing 261 and the second housing 262 are perpendicular to each other, the axial distance can be saved, especially in the scenario of steer-by-wire. It allows the moving body to be arranged transversely, reducing the overall axial length. It is more suitable for steer-by-wire.

[0057] Further, the second housing 262 includes a main body portion 2621 and an end cover portion 2622. The end cover portion 2622 is connected to both ends of the main body portion 2621 and internally includes a moving space C; wherein, when the steering wheel is in the initial state, the moving body 22 is located within the main body portion 2621; when the steering wheel rotates, one end face of the moving body 22 moves into the moving space C.

[0058] In a preferred solution of the present utility model, the length of the main body portion 2621 is the same as the length of the moving body 22.

[0059] It can be understood that when the lengths of the main body portion 2621 and the moving body 22 are the same, when the steering wheel is in the initial state, the moving body 22 can be completely located within the main body portion 2621 without additional space. This design simplifies the layout of the entire system, reduces complexity, and facilitates the processing reference of the main body portion 2621 and the moving body 22.

[0060] Under this design, the moving space of the moving body 22 is limited to the moving space C inside the end cover portion 2622. Therefore, when it is necessary to adjust or expand the functions of the system, only the moving space C inside the end cover portion 2622 needs to be changed, without the need for secondary development of the main body portion 2621 and the moving body 22. The design and production costs are reduced, and the maintainability and expandability of the system are improved. Moreover, since the moving body 22 and the main body portion 2621 can be positioned with reference to each other, the processing progress of the moving body 22 and the main body portion 2621 can be improved, avoiding a certain structure being too long or too short. The stability and reliability of the system are improved.

[0061] In the embodiment of the present utility model, the limiting component 23 includes a first elastic limiting body 231 and a second elastic limiting body 232. The first elastic limiting body 231 and the second elastic limiting body 232 are respectively disposed inside the moving space C to be used for abutting against the end face of the moving body;

[0062] Among them, by changing the thicknesses of the first elastic limiting body 231 and the second elastic limiting body 232, the moving stroke of the moving body within the moving space C is adjusted; the moving stroke of the moving body within the moving space C can be conveniently adjusted. This adjustment method does not require large-scale modification of the overall structure, is simple and efficient in processing, and is suitable for platform production.

[0063] Meanwhile, both the first elastic limiting body 231 and the second elastic limiting body 232 have resilience, and can provide a certain amount of buffering and resilience when the moving body 22 contacts the limiting body, preventing the moving body 22 from directly undergoing rigid contact, which helps to extend the service life of the moving body 22 and reduce the maintenance cost caused by accidental impacts.

[0064] In a preferred solution of the embodiment of the present utility model, the end cover part 2622 and the main body part 2621 are detachably connected. It is allowed to use different end cover parts in cooperation with the same main body part, so as to adapt to different application scenarios or requirements. The way to achieve this detachable connection can be as follows: by providing matching threads on the end cover part 2622 and the main body part 2621, and using fasteners such as bolts and nuts for connection.

[0065] In a preferred solution as shown in the figure, the end cover part 2622 and the main body part 2621 are screwed to each other through the ears protruding from the edges.

[0066] The steering limiting mechanism 20 further includes a guiding assembly 24, and the guiding assembly 24 includes a first guiding bushing 241 and a second guiding bushing 242. These two bushings are arranged in the second cavity B of the steering limiting mechanism 20, and they are spaced apart, that is, there is a certain distance between the first guiding bushing 241 and the second guiding bushing 242, and this distance is usually determined according to design requirements to ensure that the moving body 22 can smoothly slide therebetween. The moving body 22 includes a first section 221 and a second section 222 in the direction along the second axis L2. To allow the moving body 22 to simultaneously meet the meshing requirements with the gear body 211 and the sliding requirements in the guiding bushings when performing its motion function.

[0067] Part of the outer wall of the first section 221 meshes with the gear body 211. When the gear body 211 rotates, it drives the first section 221 to move along the second axis L2 through the meshing action. The second section 222 is slidably connected inside the first guiding bushing 241 and the second guiding bushing 242. To ensure the stability and accuracy of the moving body 22 during the moving process. The presence of the guiding bushings not only reduces the friction between the moving body 22 and the inner wall of the cavity B, but also prevents the moving body 22 from shifting or shaking during the moving process, thereby improving the reliability and service life of the entire mechanism.

[0068] The gear assembly 21 further includes a rotating shaft 212 and a bearing member 213; the rotating shaft 212 is disposed in the first cavity A, one end thereof is connected to the steering column body 10, and the gear body 211 is sleeved on the rotating shaft 212 to rotate along with the rotating shaft 212; the bearing member 213 is also disposed inside the first cavity A and is connected to the other end of the rotating shaft 212.

[0069] It can be understood that when the driver turns the steering wheel, the rotational movement of the steering column body 10 is transmitted to the gear assembly 21 through the rotating shaft 212. The rotating shaft 212 enables the gear body 211 to be sleeved thereon and rotate along with the rotation of the rotating shaft 212. This not only realizes the effective transmission of power but also ensures that the gear body 211 can stably perform its gear transmission function. On the other hand, the bearing member 213 is also disposed inside the first cavity A and is connected to the other end of the rotating shaft 212. The main function of the bearing member 213 is to support the rotating shaft 212 and reduce the friction between it and the surrounding components during rotation. By introducing the bearing member 213, the rotational flexibility and durability of the rotating shaft 212 can be significantly improved, thereby ensuring that the steering limit mechanism 20 can operate stably for a long time.

[0070] As Figures 4 to 10 , one end of the rotating shaft 212 extends outside the first housing 261 and a connection key 214 is provided at its end. The rotating shaft 212 is connected to the steering column body 10 through the connection key 214.

[0071] In a preferred embodiment, the connection key 214 is designed in a standard spline fit type to improve versatility.

[0072] It can be understood that the standard spline fit type is a widely used connection method between a shaft and a rotating part on the shaft. The spline fit consists of a set of protruding key teeth and corresponding grooves. Through the engagement of the key teeth and the grooves, the circumferential fixation and torque transmission between the shaft and the part are achieved. Adopting the standard spline fit type means that the connection key 214 can be compatible with a variety of standard spline interfaces. This enables the steering limit mechanism 20 to be more easily connected to the steering column bodies 10 of different models and brands, improving the versatility and application range of the product.

[0073] In the embodiment of the present utility model, the steering limit mechanism 20 further includes a first connection bracket 25. The first connection bracket 25 is disposed on the outer wall of the second housing 262 and extends towards the steering column body 10. The steering column body 10 includes a second connection bracket 11; wherein, the first connection bracket 25 and the second connection bracket 11 are connected to each other.

[0074] The first connecting bracket 25 is ingeniously arranged on the outer wall of the second housing 262 and is designed to extend in the direction towards the steering column body 10. This design enables the first connecting bracket 25 to be directly and stably connected to the steering column body 10, thereby enhancing the overall structural strength between the steering limit mechanism 20 and the steering column body 10.

[0075] Next, a second connecting bracket 11 is also provided on the steering column body 10. This bracket corresponds to the first connecting bracket 25 and is used to connect with the first connecting bracket 25. Through the mutual connection of the first connecting bracket 25 and the second connecting bracket 11, the connection between the steering limit mechanism 20 and the steering column body 10 becomes more firm and reliable. The second housing 262 is fixed; it is ensured that the steering limit mechanism 20 will not loosen or fall off due to vibration or impact during vehicle driving, and it can also improve the stability and safety of the entire steering system.

[0076] On the other hand, the present application also provides a vehicle based on the above-mentioned column steering structure 100; obviously, this vehicle has all the beneficial effects brought by the above-mentioned column steering structure 100. For example, it is more suitable for platformization, etc., and will not be repeated one by one here.

[0077] The technical features described above can be combined arbitrarily. Although not all possible combinations of these technical features are described, any combination of these technical features should be considered to be covered by this specification as long as such a combination does not exist in contradiction.

[0078] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application and are not intended to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still adjust the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some or all of their technical features; and these adjustments or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A column steering structure based on a drive-by-wire system, characterized in that: It includes a steering column body and a steering limit mechanism, wherein one end of the steering column body is used to connect the steering wheel; the steering limit mechanism includes: A gear assembly connected to the other end of the steering column body and comprising a gear body, wherein the gear body can rotate around a first axis of the steering column under the drive of the steering column; a moving body, at least partly meshing with the gear body so as to move under the rotation of the gear body; The limiting components are arranged at two ends of the moving body along the moving direction thereof, so as to constrain the moving stroke of the moving body by abutting against the two end surfaces of the moving body.

2. The column steering structure based on the drive-by-wire system according to claim 1, characterized in that: The steering limiting mechanism further includes a housing assembly, and the housing assembly includes: A first housing, the interior of which includes a first cavity extending upward along the first axis; A second housing, the interior of which includes a second cavity extending upward along a second axis perpendicular to the first axis, and the moving body is disposed in the second cavity to move upward along the second axis; The first cavity is connected to the second cavity; part of the gear body is arranged in the first cavity, and the other part extends into the second cavity and meshes with the moving body.

3. The column steering structure based on the drive-by-wire system according to claim 2, characterized in that: The second shell includes a main body and an end cover, wherein the end cover is connected to both ends of the main body and includes a moving space inside; Wherein, when the steering wheel is in an initial state, the moving body is located in the main body; When the steering wheel is rotated, one end surface of the moving body moves into the moving space.

4. The column steering structure based on the wire control system according to claim 3, characterized in that: The length of the main body is consistent with the length of the moving body.

5. The column steering structure based on the drive-by-wire system according to claim 3, characterized in that: The limiting assembly comprises a first elastic limiting body and a second elastic limiting body, wherein the first elastic limiting body and the second elastic limiting body are respectively arranged inside the moving space to abut against the end surface of the moving body; Wherein, the moving stroke of the moving body in the moving space is adjusted by changing the thickness of the first elastic limiting body and the second elastic limiting body.

6. The column steering structure based on the drive-by-wire system according to claim 5, characterized in that: The end cover portion and the main body portion are detachably connected.

7. The column steering structure based on the drive-by-wire system according to claim 2, characterized in that: The steering limiting mechanism further includes a guide assembly, wherein the guide assembly includes a first guide bushing and a second guide bushing which are arranged in the second cavity and are spaced apart from each other; Among them, along the second axis, the moving body includes a first section and a second section from the center to the end face in sequence; wherein a portion of the outer wall of the first section is meshed with the gear body; and the second section is slidably connected to the inside of the first guide bushing and the second guide bushing.

8. The column steering structure based on the drive-by-wire system according to claim 2, characterized in that: The gear assembly further comprises: A rotating shaft, one end of which is connected to the steering column body, and the gear body is sleeved on the rotating shaft to rotate with the rotating shaft; The bearing component is disposed inside the first housing and connected to the other end of the rotating shaft.

9. The column steering structure based on the drive-by-wire system according to claim 8, characterized in that: One end of the rotating shaft extends outside the first housing and is provided with a connecting key at the end thereof, and the rotating shaft is connected to the steering column body via the connecting key.

10. The column steering structure based on a drive-by-wire system according to any one of claims 2 to 9, characterized in that: The steering limiting mechanism also includes a first connecting bracket, which is arranged on the outer wall of the second shell and extends toward the steering column body. The steering column body includes a second connecting bracket; wherein the first connecting bracket and the second connecting bracket are connected to each other.

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